Governor.



H. M. MoGALL.

GOVERNOR.

, APPLICATION FILED JUNE 26, 1902.

N0 MODEL,

2 SHEETS-SHEET 1.

' atbouwwd 'PATENTED MAY 19, 1993f No.'72'8,748. PATE'NTED MAY 19, 1903..

H. M. MOGALL' GOVERNOR.

APPLICATION FILED JUNE 26. mp2.

x0 MODEL. 2 SHEETS-SHEET 2.

' UNIT STATES Patented May 19, 1903.

ATENT FFICE.

HARRY M. MCCALL, OF PITTSBURG, PENNSYLVANIA, ASSIGNOR TO PITTS- BURG GAS ENGINE COMPANY, OF PITTSBURG, PENNSYLVANIA.

cove-anon.-

SPECIFICATION forming part of Letters Patent No. 728,748, dated May 19, 1903.

To aZZ whom it may concern.-

Be it known that I, HARRY M. MCCALL, a citizen of the United States, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Governors, of which the following is a' specification, reference being had to the accompanying drawings.

This invention has relation to governors especially adapted to be used on gas-engines and it consists in a novel construction and arrangement of its parts, as hereinafter described.

The object of the invention is to provide a governor for regulating the charge to the cylinder of a gas-engine, said governor adap ted to be operated by centrifugal force from the fly-wheel, which is provided with a lever adapted to slide a cone on the shaft and 0p erate a valve controlling the port leading to the engine-cylinder.

In the accompanying drawings, Figure l is a sectional view of a portion of an engine and fly-wheel, showing the governor mechanism. Fig. 2 is a sectional view of the cone on the crank-shaft and'a section of the hub of the fiy-wheel. Fig. 3 is a face view of the fiywheel, showing the arrangement of the lever and its attachments. Fig. 4 is a transverse sectional view of an engine, showing the gov-.

ernor mechanism attached thereto.

The fiy-wheel 1 is mounted on the shaft 2, and the cone 3 is splined on said shaft. One end of the lever dis fulcrumed to one of the spokes of the fly-wheel1,'and the opposite end of said lever is provided with an adjustable weight '5. The spring 6 connects the free end of the said lever 4 with one of the spokes of the fiy-wheel, said spring 6 having a tendency to hold the free end of the lever 4 toward the center of the fly-wheel. The rod 7 is pivoted at one end to the lever 4 and is provided at its inner end with a heel 8. Said heel has an inclined surface and is adapted to enter a recess 9 (see Fig. 2) cut in the side of the cone 3, the inner face of said recess 9 being inclined to correspond with the inclination of the side of the heel 8. The perpendicularly-movable rod 10 is located above the cone 3, and journaled at the lower end of said rod is a wheel 11, having a bev- Serial No. 1 3,352. (No model.)

eled periphery which is adapted to engage the cone 3. The upper end of the rod 10 is provided With a recess 12, which receives one end of the bell-crank lever 13, said bell-crank lever being fulcrumed to the frame of the engine at 14. The spring 15 is screwed at its lower end to the rod 10, the upper end of. said spring passing through the opening 12 and bearing against the lower end of the bellcrank lever 13 and having a tendency tomaintain the said end of said lever in an elevated position. An adjustingscrew 16 passes through the top of the rod '10 and bears at its lower end upon the lower end of the bellcrank lever 13. To the upper end of the bellcrank lever 13 is pivoted the valve-stem 17, the valve 18 being attached to said stem and being located in the valve-chamber 19. Said valve is located just under the port 20, which leads from the supply-pipe 2l'to the interior of the said valve-chamber. Said valve-chamher in turn is connected with the chamber 22, which in turn is connected with the interior of the engine-cylinder. By adjusting the screw 16 the tension of the spring 15 may be regulated and also the regulating of the bellcrank lever 13 may be regulated and the valve 18 adjusted to its proper position in its casing.

The operation of the device isas follows: As the fiy-wheel 1 revolves the centrifugal force has a tendency to throw the free end of the lever A away from the center of the wheel. This moves the rod 7 longitudinally, and the inclined surface of the heel 8 of the said rod, bearing against the inclined surface of the recess 9 of cone 3, moves the said cone toward the engine. The last-said movement elevates the rod 10 slightly, which in turn causes the lower end of the bell-crank lever 13 to elevate, and the upper end of said bellcrank lever pushes the valve-stem 17 and the valve 18 in under the port 20, and thus the fuel-supply is interfered with and diminished. This causes the engine to decrease in speed, and as the fly-wheel 1 begins to revolve slower the free end of the lever 4 is drawn by'the spring 6 toward the center of the wheel and the operation above described is reversed. The weight of the rod 10 and its attachments, through the beveled periphery of the wheel 11 engaging the periphery of the cone 3,

said valve stem, a movable rod engaging the other end of said bell-crank lever, a spring attached to said rod and bearing against the last-said end of the bell-crank lever and having a tendency to maintain it in an elevated position, an adjusting-screw attached to said rod and adapted to adjust the tension of said spring, a wheel journaled at the lower end of said rod and having a beveled periphery, a

movable cone splined on the shaft of the engine and engaging said wheel, said cone having in its face a recess with an inclined side, a weighted governor fulcrumed at one end to the fly-wheel, a rod pivoted to said lever and having a heel with an inclined face entering the recess of said cone,- said lever through its connections adapted to move said cone.

In testimony whereof I aflix my signature in the presence of two witnesses.

HARRY M. MGOALL.

Witnesses:

THOMAS M. REES, DAVID A. REES. 

